System and method of feeding gasoline fuel into an internal combustion engine

ABSTRACT

Both a system for and method of feeding gasoline fuel into a gasoline burning internal combustion engine are disclosed herein. In accordance with this system and method, gasoline fuel in a liquid state is first supplied to a vaporization chamber where it is vaporized. The gasoline in this state is then directed to the engine. In a preferred embodiment, the amount of vaporized gasoline directed into the engine is automatically varied, depending upon the power developed by the engine.

BACKGROUND OF THE INVENTION

The present invention relates generally to gasoline burning internalcombustion engines and more particularly to a system for and method offeeding gasoline fuel into an engine of this type.

Today, a typical gasoline burning internal combustion engine utilizingstandard fuel feed apparatus receives liquid gasoline. In this standardapparatus, liquid gasoline is pumped into and through the engine'scarburetor where it is mixed with air (atomized) and then ultimatelythrough the intake manifold (through appropriate butterfly valves) andinto the engine, the gasoline remaining liquid (theoretically atomized)before reaching this point. This particular method has severaldisadvantages. First, as the gasoline passes through the carburetor theventuris within atomize the fuel, but only to a limited extent. As aresult of the partial atomization, the overall efficiency of the engineis reduced. Second, even if total atomization is attained, it has beenfound that this is never the less a relatively inefficient way tocombust the fuel.

There is still another disadvantage resulting from the utilization ofconventional feed apparatus for gasoline burning internal combustionengines. This relates more to the manner in which the gasoline is fedinto the engine rather than its particular state. More specifically, inconventional feed apparatus, the amount of gasoline fed into the engineis dependent solely on what takes place at the fuel pump and associatedthrottle which is controlled directly by the operator. Accordingly, at agiven throttle position, for example half-throttle (half power), thesame amount of gasoline will be fed to the engine, regardless of theneeded power to be developed by the engine to maintain or exceed its RPMrating at that throttle position. In the event that the engine requiresmore power and hence more fuel, for example in the case of a vehiclepowered by the engine, when the vehicle starts up a hill, this fuel willnot be provided unless the operator manually feeds more gasoline intothe engine, that is, increased the throttle. In a similar fashion, whenthe vehicle starts down a hill less power and hence less fuel isrequired and yet the amount of fuel fed to the engine will not bereduced unless the operator manually does so by lowering the throttlelevel. It has been found that this required manual response to changesin power and fuel requirement by the engine also reduces the efficiencyof gasoline usage.

As will be seen hereinafter, the present invention provides both asystem for and method of feeding gasoline fuel into a gasoline burninginternal combustion engine in a more efficient manner than heretoforeattainable by conventional feed apparatus. As will also be seen, this isaccomplished by vaporizing the gasoline outside of the engine, prior tocombustion, and, in a preferred embodiment, this vaporized gasoline isautomatically delivered to the engine in varying amounts depending uponthe power developed by the engine, even though the throttle may remainin a fixed position.

OBJECTS AND SUMMARY OF THE INVENTION

One object of the present invention is to provide an efficient and yetuncomplicated and economical system for feeding gasoline fuel into agasoline burning internal combustion engine.

Another object of the present invention is to provide a system whichimproves upon gasoline usage in a gasoline burning internal combustionengine.

Still another object of the present invention is to provide a system forfeeding gasoline fuel into a gasoline burning internal combustionengine, which system does not require a carburetor, but rather feedsdirectly into the intake manifold of the engine, thereby eliminating thevarious disadvantages resulting from the utilization of a carburetor.

Yet another object of the present invention is to provide a system ofthe last-mentioned type which can be readily incorporated into anexisting engine including a carburetor.

A further object of the present invention is to provide a method offeeding gasoline fuel into a gasoline burning internal combustionengine, which method includes the various objectives set forth above.

These objects, as well as other objects and features, are achieved bythe particular system and method of the present invention as will becomeapparent hereinafter. In this regard, for purposes of description, boththe present system and method will be described in relation to aninternal combustion engine used for powering a vehicle, for example anautomobile. However, it is to be understood that the present inventionis equally applicable where the engine is provided for powering ordriving other apparatus. Moreover, fuels other than gasoline may beutilized by the present invention and for purposes of the presentinvention would be equivalent so long as they function in an internalcombustion engine in the same manner as gasoline. Regarding this latterpoint, it should be clear that, for example, diesel fuel would not besuch a fuel.

In accordance with the present invention, gasoline fuel is supplied in aliquid state from a supply tank to a collection chamber where it isvaporized and then directed into the engine in this latter state. It hasbeen found that vaporizing the gasoline results in more efficientcombustion than when the gasoline to be combusted is partially atomizedor even completely atomized. Moreover, the carburetor which is used in aconventional gasoline burning internal combustion engine can beeliminated, thus eliminating atomization of fuel and partialatomization. Hence, the system and method of the present inventionprovides more efficient utilization of fuel than does the conventionalgasoline feed systems utilized heretofore.

In a preferred embodiment of the present invention, as will be discussedin more detail hereinafter, the vaporized gasoline is automaticallydirected to the engine in varying amounts depending upon the powerdeveloped by the engine. More specifically, once the operator selectsthe desired throttle position to attain a certain RPM operatingcondition, the necessary amount of fuel required to maintain thiscondition is continuously and automatically fed into the engine withoutrequiring the operator to continuously change the throttle position.This is true even though the vehicle powered by the engine may berequired to travel uphill from a level course (requiring more fuel) orit takes downhill course (requiring less fuel).

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of a system which has been designed inaccordance with the present invention and which is provided for feedinggasoline fuel into a gasoline burning internal combustion engine.

FIG. 2 is a more detailed block diagram of the system illustrated inFIG. 1.

FIG. 3 is a detailed schematic illustration of the system illustrated inFIGS. 1 and 2.

FIG. 4 is an enlarged schematic illustration of one of the arrangementscomprising part of the system illustrated in FIGS. 1 to 3.

FIG. 5 is an enlarged schematic illustration of another arrangementcomprising part of the system illustrated in FIGS. 1 to 3.

DETAILED DESCRIPTION

Turning now to the drawings, wherein like components are designated bylike reference numerals throughout the various figures, attention isfirst directed to FIG. 1. This figure illustrates a system 10 which isdesigned in accordance with the present invention and which is providedfor feeding gasoline fuel into a gasoline burning internal combustionengine, generally designated at 12. The engine itself may be of anyconventional type which burns gasoline fuel and would include all of therequired components to make it function properly including internalcomponents, for example an intake manifold, and external but cooperatingcomponents such as a carburetor, a fuel pump and cooperating throttleand the like. In fact, as will be discussed hereinafter, in accordancewith one embodiment of the present invention, the internal combustionengine is of a conventional type which includes an intake manifold andwhich, when operating, draws a vacuum through the manifold. The level ofthis vacuum depends upon the power developed by the engine, that is, itis inversely proportional to the power developed by the engine. Hence,during an idle condition, (low power), the level of vacuum is high, forExample 21 inches of mercury. At half power, the vacuum is at a lowerlevel, for Example 7 inches of mercury, and at full power the vacuum isat a minimum level, for example no vacuum at all.

For purposes of description, system 10 may be separated into twosubsystems, one of which is indicated at 14 and the other which isindicated at 16. As will be discussed in more detail hereinafter,subsystem 14 receives fuel from the fuel pump, specifically from thecarburetor when one is provided via input hose 18. This fuel is eitherapplied directly back into the carburetor via output hose 20 or, inaccordance with one aspect of the present invention, it is directed tosubsystem 16 by a suitable hose 22. Each of these hoses may be anappropriately sized nylon reinforced neoprene hose. Subsystem 16provides an electrical heating coil or other suitable means, as will beseen hereinafter, for vaporizing the gasoline it receives from subsystem14. This vaporized fuel is then applied directly to the intake manifoldof the engine, bypassing the carburetor altogether, where it iscombusted in the usual manner.

In accordance with another aspect of the present invention, the amountof gasoline fuel directed to the engine is automatically varied toprovide only the necessary amount to run it at the particular power itdevelops. This is accomplished by utilizing the vacuum developed at theintake manifold. More specifically, the amount of gasoline fed to theengine is made to increase proportionately with a decrease in vacuumlevel at the manifold and it is made to decrease proportionately with anincrease in vacuum level, i.e., the amount of gasoline fed to the engineis inversely proportionate to the vacuum level at the intake manifold.Moreover, as stated previously, the vacuum level at the manifold isinversely proportional to the power developed by the engine. Therefore,the amount of gasoline fuel directed to the engine is directlyproportional to the power it develops to meet a certain RPM demandwhich, in turn, depends upon the throttle position of the engine.

Based on the foregoing, if the throttle is maintained in an idleposition, system 10 will provide the exact amount gasoline fuel requiredby the engine to develop sufficient power for running at the particularRPM rating for the idle position. At for example half throttle (halfpower), system 10 will provide the necessary amount of gasoline fuel forrunning the engine to meet this requirement. In this last example, itshould be noted that until the vehicle driven by the engine gets up tospeed (as determined by the throttle position) the engine will berequired to develop more power than is necessary once the vehiclereaches the desired speed. Hence, until then, more fuel willautomatically be fed to the engine and will automatically taper off asthe power developed within the engine tapers, without changing thethrottle position. Thereafter, should the vehicle start a course uphill, more power will automatically develop within the engine which, inturn, will cause a decrease in vacuum level at the manifold. Thus, anincreased amount of fuel will automatically be directed to the engine.In a similar manner, a down hill course will cause less fuel to bedirected to the engine.

Having described system 10 generally, attention is now directed to FIG.2 which illustrates the system in more detail. As seen in this figure,engine 12 is shown along with a carburetor 24, its intake manifoldindicated at 26, a fuel pump supply tank, indicated generally at 28, itsignition system indicated generally at 29 and a power supply 27, forexample a 12 volt automobile battery. While the engine's throttle aswell as other conventional components associated with the overall enginesystem have not been illustrated they would of course be included wherenecessary to the overall operation of the engine.

As illustrated in FIG. 2, system 10 includes what may be referred to asa liquid fuel metering arrangement 30 adapted to receive liquid gasolinefrom the fuel pump and supply tank 28. At the output of fuel meteringarrangement 30, system 10 includes a FIRST MODE fuel control valve 32which is adapted to open and close a line which directs fuel, again in aliquid state between arrangement 30 and a fuel vaporizing arrangement34. This latter arrangement, as will be seen, vaporizes the liquid fuelreceived at its input and directs this vaporized fuel to the intakemanifold 24 of engine 12.

The various other components which are illustrated in FIG. 2 and whichcomprise part of system 10 include a SECOND MODE fuel control valve 36,a mode switch 38, a relay 40 and its associated relay contacts 40A and40B, and a thermostat or other suitable override switch 42 responding totemperature. In addition, system 10 includes an appropriately sized fuse44 which is in circuit with the FIRST MODE fuel control valve and alsowith an electrical heating coil comprising part of the fuel vaporizingarrangement 34, as will be seen hereinafter.

System 10 in its preferred embodiment has been designed to operate intwo modes. In its FIRST MODE, (position 1 on the switch) the systemoperates in accordance with the present invention for feeding anautomatically varied amount of vaporized fuel to the intake manifold 26of engine 12. In its SECOND MODE, (position 2 on the switch) system 10feeds liquid fuel directly to carburetor 24. There is actually a THIRDMODE, (position 3) that is a neutral mode, where neither of these twosituations occur, that is, when the engine is not operating.

In order to operate in the FIRST MODE, that is the mode utilizingvaporized gasoline fuel, the mode switch 38 is appropriately positionedto the FIRST MODE (position 1) which closes an appropriate circuit tobattery 27 for energizing an indicator light M1. At this point in theoperation of system 10, the relay 40 is in a deenergized state and itsassociated relay contacts 40A and 40B are in their opened positions, asindicated. Accordingly the FIRST MODE fuel control valve is closed(deenergized) and the fuel vaporizing arrangement is inoperative, thatis, its electrical heating coil is not energized.

In order to make system 10 operative in its first mode, the throttleposition is selected by the operator, which is usually the idle positionduring initial startup and the ignition system 29 is turned on. At thistime, power is delivered from battery 27 through mode switch 28 to relay40 for energizing the latter. Energization of relay 40 causes relaycontacts 40A and 40B to close which in turn respectively cause the FIRSTMODE fuel control valve to energize and close and the heating coil infuel vaporizing arrangement 34 to heat up. At the same time, it shouldbe noted that the SECOND MODE fuel control valve 36 is in a deenergized,closed state, thus closing the fuel line between the fuel pump andsupply tank and the carburetor.

Having opened control valve 32, liquid gasoline passes into the fuelmetering arrangement 30, actually into a chamber comprising part of thearrangement, as will be seen hereinafter, from the fuel pump and supplytank 28. Arrangement 30 meters the fuel it receives in a controlledfashion to be described below through the FIRST MODE fuel control valveand into the fuel vaporizing arrangement, again actually into a chambercomprising part of the arrangement. The liquid fuel received atarrangement 34 is vaporized by means of the previously referred toheating coil and fed, again in a controlled fashion, into intakemanifold 26 where it is eventually burned by engine 12.

In a preferred embodiment of the present invention, the amount of liquidfuel fed to fuel vaporizing arrangement 34 automatically variesproportionately with the power developed by the engine. In a similarmanner, the vaporized fuel fed to the intake manifold from the fuelvapor arrangement 34 automatically varies proportionately with the powerdeveloped by the engine. This is accomplished, as will be seen withrespect to FIG. 3, by making both arrangements 30 and 34 responsive tothe vacuum level within intake manifold 26, as indicated by the feedbackarrows 46 and 48. It should suffice now merely to state that as thepower developed in engine 12 increases, the vacuum within intakemanifold 24 decreases causing both arrangements 30 and 34 to deliver,simultaneously and in synchronism, more fuel to the engine and as theengine develops less power, the vacuum within the intake manifoldincreases causes arrangements 30 and 34 to deliver, simultaneously andin synchronism, less fuel to the engine.

When operating in the first mode, it is desirable to utilize the heatfrom engine 12 for vaporizing the liquid gas, of course where there issufficient heat at the engine, rather than using unnecessary power frombattery 27. To accomplish this, thermostat 42 is positioned in line withthe power supply, that is, the battery and the heating coil to bedescribed. This device 42 is located in close proximity to the heatingcoil so that when the temperature at the coil, resulting from theengine's heat, is sufficiently high to vaporize the incoming liquidgasoline without the need for electrical power, the device opens thecircuit between battery 27 and arrangement 34.

In order to operate system 10 in its second mode of operation forfeeding liquid gasoline from the fuel pump and supply tank directly intothe carburetor in liquid form, the mode switch is first moved to itsSECOND MODE position. With this switch repositioned, an appropriatecircuit to the battery closes for energizing a second indicator lightM2. Of course the circuit including indicator light M1 is opened fordeenergizing the latter. Now, with the engine not running and theignition system off, both the FIRST MODE fuel control valve and theSECOND MODE fuel control valve are deenergized and hence prevent passageof gasoline. Once the ignition system is turned on, the circuit betweenbattery 27 and the SECOND MODE fuel control valve 36 closes through modeswitch 38, thereby energizing this valve and opening up its associatedline for feeding liquid gasoline fuel directly into the carburetor fromthe fuel pump and the supply tank. This, of course, means that thegasoline bypasses fuel metering station 30, FIRST MODE fuel controlvalve 32 and fuel vaporizing arrangement 34. As will be best illustratedin FIG. 3, the SECOND MODE fuel control valve not only allows thepassage of liquid gasoline from the fuel pump and supply tank directlyinto the carburetor, but in its preferred form it also prevents passageof liquid gasoline to the fuel metering arrangement.

As described above, system 10 can operate in two effective modes, one inaccordance with the present invention, i.e., the FIRST MODE describedabove, and also in a conventional mode, i.e., whereby liquid gasoline isfed directly into the engine via the carburetor, the SECOND MODEdescribed above. In this regard, the preferred embodiment of the presentinvention has been designed for incorporation into an existing internalcombustion engine. However, it is to be understood that the system couldbe designed for use in a new engine which does not include a carburetorand/or conventional gasoline feed apparatus. In other words, system 10could be designed without the SECOND MODE of operation.

Having described system 10 and its method of operation, attention is nowdirected to FIGS. 3, 4, and 5 for a more detailed description of thevarious components making up this system. As illustrated in FIG. 3,system 10 includes a housing or casing 50 for containing most of thecomponents making up system 10, with the exception of fuel vaporizingarrangement 34 and associated thermostat 42. Actually, it should becomeapparent that the various components contained within the housing orcasing 50 together make up the previously described subsystem 14 whilethe fuel vaporizing arrangement 34 and its associated thermostattogether make up the previously described subsystem 16.

Turning to FIG. 4 in conjunction with FIG. 3, attention is specificallydirected to fuel metering arrangement 30. As illustrated, thisarrangement includes a liquid gasoline metering valve 52 comprised of ahousing 54 which is mounted to and within casing 50 by suitable means,for example a bracket 69 and which defines a metering chamber 56. Thischamber includes a top section 58 and a bottom section 60 separated bymeans of an internal stationary jet 62. This stationary jet is actuallya conventional valve seat which circumscribes the inner wall of thechamber for defining a fixed passage 64 between the top and bottomsections of chamber 56. As will be seen hereinafter, liquid gasolineenters into the top section of chamber 56 through an appropriately sizedinlet 66 and is metered through passage 64 into bottom section 60 of thechamber in a controlled fashion to be described, and finally the liquidgasoline passes out of the valve through an appropriately sized outlet68.

In order to control the amount of liquid gasoline metered through valve52, arrangement 30 includes a valve control assembly 70 which isillustrated in both FIGS. 3 and 4. This assembly includes a vacuumresponsive piston 72 and cooperating cylinder 74. As illustrated in FIG.3, the cylinder is mounted in a fixed position within and against casing50 by any suitable means, for example previously mentioned bracket 69which supports housing 52. As will be described in detail below, piston72, which is located above the cylinder, is adapted for movement to alimited degree towards and away from the cylinder, as indicated by thetwo-way arrow 76. In the embodiment illustrated, the piston is biased inits extended position, that is, a position away from cylinder 74 bysuitable biasing means, for example a spring 78 located within thecylinder. Suitable means (not shown) may be provided for varying theamount of biasing force exerted by this spring. Movement of the pistontowards cylinder 74 to overcome the biasing force exerted by sprint 78is achieved by means of vacuum. More specifically, cylinder 74 isconnected to a source of vacuum, specifically to previously discussedintake manifold 24, so that the closeness of piston 72 to cylinder 74 isdirectly proportionate to the vacuum level at the manifold, that is, thehigher the vacuum level, the closer the piston is to the cylinder.

For reason to be discussed hereinafter, the movement of piston 72 bothtowards and away from cylinder 74 is limited to a predetermined extent.This is accomplished utilizing a pair of vertically extending, spacedapart screws 80 and 82. As illustrated in FIG. 3, each screw 80 and 82is thread mounted at one end through a cooperating thread opening in asupport bracket 84 (or held in place by counternuts as shown) and heldin an adjustably fixed vertical position. The support bracket is rivetedor otherwise suitably connected to casing 50. It should be noted thatscrew 82 extends through what may be referred to as a stop plate 86which is fixedly connected to the top of piston 72 for movementtherewith. Also note that the head of screw 82 is located above the headof screw 80 and also above stop plate 86. Further, note that the openingin stop plate 86 through which the shank of screw 82 extends issufficiently large to allow movement of the stop plate along the shankof the screw but is sufficiently small to prevent movement passed thehead of the screw. Hence, it should be readily apparent that stop plate86 limits the movement of piston 72 to the vertical distance between theheads of the screw 80 and 82. The head of screw 80 prevents furtherdownward movement of stop plate 86 and therefore the piston and the headof screw 82 prevents futher upward movement of these components. As willbe seen below, the positions of these screws determines the minimum andmaximum amount of liquid fuel passing through valve 52.

Having described valve 52 and valve control assembly 70, at least inpart, attention is now directed to the particular way in which thiscontrol assembly actually controls the amount of liquid gasoline meteredthrough the valve. Piston 72 carries with it a suitably connectedbracket or other such means 88 and associated support screw 90 whichtogether fixedly support a vertically downwardly extending metering rod(needle) 92 which is movable with the piston. As illustrated in FIG. 4,a bottom end section of this rod or needle extends into chamber 56 andis vertically movable therein with movement of piston 72. In thisregard, an appropriate seal 94 is provided around the opening throughwhich rod 92 passes for providing a seal at this entry point. As alsoillustrated, a bottom section of the rod or needle tapers inwardlytowards its bottom and is located in valve seat 62 as illustrated. Asthe rod tends to move further towards the bottom section of chamber 56,the metering jet, that is, the opening through the valve seat becomessmaller, allowing less fuel to pass between the two compartments and asthe rod moves up and further from the bottom section of the chamber, thejet enlarges allowing more liquid fuel to pass therebetween. It shouldbe apparent that valve 52 is similar, if not identical, in operation toa conventional needle valve. In this regard, any suitable means whichachieves the same end as valve 52 may be provided.

In the actual practice of the present invention, cylinder 74 isconnected to the intake manifold 26 of engine 12 through a vacuum lineconnector 100, a suitably sized vacuum hose 102, and a suitably sizedvacuum hose 104. As illustrated in FIG. 3, vacuum hose 102 and 104 areconnected together by a tee connection 106. The other end of hose 104(not shown) leads to the intake manifold. Accordingly, as the vacuumlevel at the intake manifold varies with the power developed by theengine in the manner described previously, the position of piston 72will vary and hence so will the position of rod 92 with respect to jet62. More specifically, as the vacuum level increases (lower power), thepiston moves closer to the cylinder for reducing the amount of fuelpassing through valve 52. As the vacuum level decreases (more power),the piston moves further from the cylinder for increasing the amount offuel passing through the valve.

Of course, the necessary calibration would have to be made to correlatethe amount of gasoline passing through the valve with the vacuum levelat the manifold. This could be readily provided by those with ordinaryskill in the art. In this regard, the adjusting screw 80 is positionedsuch that when the engine is idling (maximum vacuum level) the rod orneedle is in its downward most position (the stop plate rests againstthe top of screw 80) to allow a predetermined, minimum but sufficientamount of fuel to pass through chamber 56. Screw 82 is positioned suchthat when the engine develops full power so that there is a minimum, ifany, vacuum at the manifold, the rod 92 is in its upward most position(the stop plate rests against the underside of the head of screw 82) forallowing the desired maximum flow of liquid fuel through the chamber.

As stated previously, the liquid gasoline is directed to arrangement 30from fuel pump and supply tank 28 and is directed on to and through thefirst mode fuel control valve 32. This is accomplished by utilizing anumber of interconnected fuel hoses generally indicated at 110 forconnecting the fuel pump to inlet 66 in valve 52 of arrangement 30 and ahose 112 for connecting the outlet 66 of this valve to the inlet ofFIRST MODE fuel control valve 32.

As illustrated in FIG. 3, valve 32 is a conventional solenoid operatedfuel control valve which when deenergized is closed and when energizedis open. This solenoid valve, as illustrated, is electrically connectedthrough previously described normally closed contact 40A ofelectromagnetic relay 40 and fuse 44 to a suitable source of power, forexample battery 27. While the various electrical lead wires for makingthese connections have been illustrated, at least in part, referencesthereto will not be made. It should be quite obvious to those withordinary skill in the art exactly how the various components areelectrically connected to one another to operate in the mannerdescribed.

As just stated, the input to solenoid valve 34 is connected to theoutput of arrangement 30 by means of hose 112. The output of solenoidvalve 34, as illustrated in FIG. 3, is connected to one end ofpreviously mentioned hose 22, by means of a hose connection 114 andsuitable clamps (not shown). The other end of hose 22 is connected tothe input of fuel vaporizing arrangement 34.

Turning to the details of arrangement 34, attention is directed to FIG.5 in conjunction with FIG. 3. As illustrated in these figures, fuelvaporizing arrangement 34 includes a longitudinally extending housing120 which is fixedly mounted in place by suitable means (not shown),which defines an internal chamber 123 and which includes a vent 124extending in an outwardly tapered fashion from one end of the housingtowards but stopping short of its opposite end. A 12 volt heating coil125 is located within housing 120, near the end of the housing oppositevent 124 and is appropriately energized through relay contact 40B andfuse 44 by means of battery 27, as stated previously. Again, theappropriate electrical leads to accomplish this while shown in part willnot be discussed. A longitudinally extending slide cover 126(approximately one-half the length of housing 120) is concentricallylocated over a longitudinal segment of housing 120 and is slidablymovable along the housing, as indicated by the two way arrow 128. Aswill be seen below, this slide cover is provided for varying the size ofvent 124 for varying the amount of vaporized gasoline passing throughthe vent.

Arrangement 24 also includes a vacuum responsive piston 130 andassociated cylinder 132 identical, at least in operation, to previouslydescribed piston 72 and associated cylinder 74. As illustrated in FIG.5, the cylinder is fixedly mounted in place to housing 120 by suitablemeans, for example bracket 134 and is operatively connected to theintake manifold through tee connection 106 and vacuum hose 104. Thepiston 130 on the other is free to move between an extended positioncloser to the cylinder. The piston is biased in its extended position,that is, away from the cylinder by any suitable means such as returnspring 138 located within cylinder 132. The amount of the movement ofthe piston towards the cylinder overcoming the forces supplied by spring138 is calibrated to be directly proportional to the level of vacuumwithin the intake manifold of the engine, that is, the greater thevacuum level the closer the piston 130 is to cylinder 132 and thefurther it is from its biased position (minimum vacuum).

As seen in FIG. 5, a tie rod or other such means 140 is provided forinterlocking slide cover 126 for movement with piston 130. In thismanner, as the piston moves towards its extended or biased position(minimum vacuum, maximum power), the slide cover moves away from vent124 so that the vent can be opened to the fullest extent desired(maximum level). On the other hand, as the piston moves towards itsassociated cylinder, under the influence of vacuum developed in theintake manifold, the slide cover 126 moves towards the end of housing120 containing vent 124 for progressively reducing the size of the ventin proportion to the level of vacuum developed within the intakemanifold. The position of slide cover 126 relative to vent 124 can beadjusted by any suitable means, for example an adjustment screw 142 usedto adjust the position of tie rod 140. In an actual working embodiment,the slide cover would be adjusted so as to allow a minimum amount offuel to pass out vent 124 when the vacuum level within the engine is ata maximum (the idle position) and the slide cover would be positioned toallow maximum flow of fuel through the vent when the vacuum level is ata minimum (full power). In any event, the appropriate amount ofvaporized gasoline in the chamber 123 of housing 120 is drawn throughvent 124 and into the intake manifold by engine 12.

As stated previously, arrangement 34 includes heating coil 125. Thisheating coil is of course provided for vaporizing the liquid gasoline asit passes into housing 120. As illustrated in FIG. 3, subsystem 16 mayinclude previously referred to thermostat 42. This thermostat isconnected in line with the heater and power supply and would bephysically located adjacent housing 120, so as to deenergize the heatingcoil 125 in the event the temperature at the housing developed by engine12 is sufficiently high in by itself to vaporize the liquid gasoline asit enters the housing. The exact amount of heat required to vaporize thegasoline and the setting of thermostat 42 could be readily determined bythose with ordinary skill in the art. Once chamber 123 is heated to therequired temperature, whether by the heater or the engine's heat, theliquid gasoline passing therethrough will vaporize. In this regard, itshould be noted that combustion within chamber 123 will not take placeso long as there is insufficient oxygen within the chamber or the fuelpasses through it too fast. During idle condition even though thegasoline does not pass through chamber 123 rapidly, the effectiveopening of vent 124 is quite small and hence prevents sufficient oxygento support combustion. Where the vent opening is larger (higher fuelconsumption), the gasoline passes through the chamber too fast tosupport combustion therein.

Having described fuel vaporizing arrangement 34, the only remainingcomponent of the system 10 to discuss in detail is the SECOND MODE fuelcontrol valve 36. As illustrated in FIG. 3, this valve is solenoidoperated and is connected in circuit through switch 38 to battery 27when the switch is in its SECOND MODE position. The input of the valveis connected in line with the series of hoses 110 and its output isconnected directly to the carburetor through a hose 160 which in turn isconnected to previously referred to hose 20. When switch 38 is in aposition other than its SECOND MODE, the solenoid actuated valve remainsdeenergized for closing the path of fuel between the fuel pump andcarburetor (hose 110 remains open through this valve). Upon placing theswitch in SECOND MODE, the solenoid energized opening up the linebetween the fuel pump and carburetor. It should be pointed out thatsince the switch is in this second position, the previously describedcontrol valve 32 remains closed. Accordingly, system 10 in this secondmode of operation allows the engine 12 to be fed gasoline fuel in theconventional manner, bypassing the fuel metering station and the fuelvaporizing station. In this regard, it should be noted that aconventional valve 36 can be provided that will open the line from thefuel pump to the carburetor and at the same time automatically close theline 110 from the fuel pump to fuel metering arrangement 30.

As noted above, a detailed description has been provided for the fuelmetering arrangement 30, FIRST MODE fuel control valve 32, fuelvaporizing arrangement 24 and SECOND MODE fuel control valve 36. It isbelieved that a detailed discussion of the other components making upsystem 10 is unnecessary. It should suffice to state that the relay 40and its associated contacts, the mode switch 38 and the fuse 24 are allconventional components suitably mounted within or to casing 50 andappropriate interconnection with one another and with the componentsdescribed in detail to function in the manner described.

Turning now to the overall operation of system 10, let it first beassumed that the engine is not running, the ignition system is off andthe selector switch 38 is placed in the FIRST MODE of operation. In thisparticular situation, the indicating light M1 is energized and with theengine not running the vacuum level at the intake manifold is at itslowest level, specifically actually no vacuum at all. Hence, the valve52 comprising part of the fuel metering arrangement 30 is in its fullyopened position as is the vent 124 comprising part of arrangement 34.However, fuel does not flow through these arrangements because solenoidactuated valve 32 is deenergized and hence closed.

Let it now be assumed that the engine is to be started and run in itsidle position (lowest throttle level). Once the ignition system isturned on, this energized relay 40 for closing both contacts 40A and40B. Closure of contact 40A causes the FIRST MODE fuel control valve toenergize for opening the line between hoses 112 and 22. At the sametime, the closure of contact 40B causes the coil 125 to heat up. As theengine idles, it develops a maximum vacuum at the intake manifold, forexample 21 inches of mercury. In response to this high vacuum level, theliquid fuel control valve 52 closes to the maximum amount adjusted forby screw 80 to allow the minimum amount of liquid fuel therethrough. Atthe same time and in synchronism therewith, the sleeve 126 moves to itsextreme position over vent 124 for providing only the minimum amount ofvaporized gasoline therethrough. This gasoline is of course directedactually drawn into the engine for maintaining the engine in its idleposition.

Assume now that the operator desires to run the engine above its idleposition. Movement of the throttle to a second position, for example ahalf throttle or full throttle position, causes the engine to developmore power which in turn reduces proportionately the vacuum within themanifold. This in turn causes the valve 52 to open and vent 124 to openproportionately and in synchronism with one another, thereby allowingmore gasoline, both in its liquid state and ultimately in its vaporizedstate to pass through the system into the engine. Once the enginereaches the rated speed as determined by the throttle position, lesspower is necessary to maintain the rated speed and hence the powerdeveloped will drop to a lower level causing the vacuum level at itsintake manifold to drop, thus automatically reducing the amount of fuelfed through system 10. This is carried out automatically regardless ofthe fact that the throttle is left in its original position. This isbecause both arrangements 30 and 34 respond to the level of vacuum inthe engine and not merely to the throttle position itself.

The manner in which system 10 operates in its SECOND MODE should beself-explanatory. With the switch in its SECOND MODE position, the valve36 is energized while the relay coil 40 and valve 32 are deenergized.This means that gasoline in its liquid state goes directly from the fuelpump back into the carburetor bypassing both arrangements 30 and 34.

What is claimed is:
 1. A system for feeding gasoline fuel into agasoline burning internal combustion engine which includes a carburetorand an intake manifold and which, when operating draws a vacuum throughsaid manifold, the level of said vacuum being inversely proportionate tothe power developed by the engine, said system comprising:(a) a firstgasoline collection chamber; (b) a first supply line for supplyinggasoline in a liquid state to said first collection chamber; (c) meansincluding a pneumatically operated piston and cylinder arrangementconnected with said intake manifold and responsive to the vacuum levelthereat for automatically varying the gasoline passing out of said firstchamber in an amount which is inversely proportionate to the vacuumlevel at the manifold; (d) a second collection chamber; (e) a secondsupply line for directing the liquid gasoline passing out of said firstchamber to said second chamber; (f) electrically energized heating meanslocated within said second chamber for vaporizing the liquid gastherein; (g) means including a second pneumatically operated piston andcylinder arrangement connected with said intake manifold and responsiveto the vacuum level thereat for automatically directing the vaporizedgasoline into said intake manifold in an amount which is inverselyproportional to said vacuum level; (h) a first electrically actuatedvalve located in one of said supply lines for opening and closing saidline; (i) a third supply line for supplying liquid gasoline from saidsupply tank to said carburetor, said third line bypassing both of saidchambers, whereby said gasoline enters said engine without first beingvaporized; (j) a second electrically actuated valve located in saidthird supply line for opening and closing said third line; (k) anelectrical power supply; and (l) means for alternatively connecting saidpower supply(i) to said first valve and heating means for energizingsaid first valve to open said first and second supply lines and toenergize said heating means, while maintaining said second valvede-energized to maintain said third line closed, and (ii) to said secondvalve for opening said third supply line while maintaining the otherlines closed and said heating means de-energized.
 2. A system forfeeding gasoline fuel into a gasoline burning internal combustion enginewhich includes a carburetor and an intake manifold and which, whenoperating draws a vacuum through said manifold, the level of said vacuumbeing inversely proportionate to the power developed by the engine, saidsystem comprising:(a) a liquid gasoline collection area; (b) firstsupply line means for supplying gasoline in a liquid state to said firstcollection area; (c) a liquid gasoline vaporization chamber; (d) secondsupply line means for directing the liquid gasoline passing out of saidliquid gasoline collection area to said vaporization chamber; (e) meanslocated within said vaporization chamber for vaporizing the liquid gastherein; (f) means connected with said intake manifold and responsive tothe vacuum level thereat for(i) automatically varying the liquidgasoline passing out of said collection area in an amount which isinversely proportional to the vacuum level at said manifold, and (ii)automatically directing the vaporized gasoline into said intake manifoldin an amount which is inversely proportional to said vacuum level; (g) afirst valve means located in one of said supply lines means for openingand closing the latter; (h) a third supply line means for supplyingliquid gasoline from said supply tank to said carburetor, said thirdline means bypassing said collection area and said vaporization chamber,whereby said gasoline enters said engine without first being vaporized;(i) a second valve means located in said third supply line means foropening and closing said third line means; and (j) means foralternatively(i) actuating said first valve means to open said first andsecond supply line means, while maintaining said second valve meansdeactuated to maintain said third line means closed, and (ii) actuatingsaid second valve means for opening said third supply line means whilemaintaining said first valve means deactuated to maintain the first andsecond lines closed.